CN116215154B - Attitude control method, attitude control system and attitude control device of drive-by-wire chassis - Google Patents

Abstract

A posture control method, a control system and a control device of a drive-by-wire chassis relate to the technical field of intelligent chassis of automobiles. According to the scheme, after the space position information of the wheels, the stress information of the connection point of the vehicle body and the chassis and the dynamic position information of the wheels are obtained, the running working condition of the vehicle is determined according to the information, whether the running working condition needs to enter a gesture protection mode is judged, after the entering is determined, the type of the needed gesture protection working condition is determined, and finally the chassis of the vehicle is gesture protected according to the determined type of the gesture protection working condition. Through the scheme, the attitude information of the four wheels and the stress information of the connecting points can be detected in real time, then the running condition of the vehicle is judged through the chassis domain controller according to the information, the control of the running attitude of the vehicle body is realized according to the running condition, the running attitude of the vehicle body is in a controlled state at any time, and the matched vehicle body can be kept stable in the running process.

Description

Attitude control method, control system and control device for a control-by-wire chassis

technical field

The invention relates to the technical field of automobile intelligent chassis, in particular to an attitude control method, a control system and a control device of a control-by-wire chassis.

Background technique

With the development of automobile intelligence, the demand for the chassis system of the vehicle is gradually increasing. In addition to the carrying and driving functions, the chassis system also needs to have the ability to recognize, predict and control the interaction between the wheels and the ground, and has The ability to manage its own operational state. As a new intelligent chassis technology, the chassis-by-wire technology is a necessary technical stage for the gradual intelligentization of the chassis system.

At present, in the prior art, the posture optimization method for the control-by-wire chassis is mostly based on the overall body of the existing passenger car for posture adjustment, which is mainly based on the existing wheel speed sensors, yaw angle and The yaw rate sensor, vehicle height sensor and other sensors are detected to obtain input data, but the layout and structure of each sensor are relatively scattered, and they need to be received by different controllers and then concentrated on the CAN bus to realize communication, resulting in consistent Problems with sex and immediacy. Moreover, due to the limitation of the installation layout of the existing sensors, attitude detection can only be performed on the entire vehicle body. For the chassis by wire chassis and the cockpit of the vehicle body that are developed separately, it is impossible to ensure that the chassis by wire system is always under control. state, and then it is easy to cause the body to be unable to maintain a stable posture during operation.

Contents of the invention

The attitude control method, control system and control device of a control-by-wire chassis provided by the present invention solve the problem that in the prior art, it is impossible to ensure that the chassis-by-wire system is in a controlled state at all times in the running posture, which leads to the inability of the vehicle body to maintain its position during operation. Stability issue.

According to the first aspect, an embodiment provides a method for attitude control of a drive-by-wire chassis, including:

Acquire the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the spatial position information of the wheels includes the spatial position information between the coaxial wheels and/or the distance between the wheels on the same side Spatial position information; the dynamic position information of the wheel includes the speed information and acceleration information of the wheel; the force information at the connection point between the vehicle body and the chassis includes force information at the connection point between the suspension and the vehicle body;

Determine the driving conditions of the vehicle according to the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the driving conditions of the vehicle include straight-line uniform speed driving conditions and other working conditions;

Judging whether the driving condition of the vehicle is another working condition, if so, determining that the chassis of the vehicle enters the attitude protection mode;

After the chassis of the vehicle enters the attitude protection mode, determine the attitude protection working condition type of the chassis according to the other working conditions; the attitude protection working condition type of the chassis includes coaxial compensation protection working condition, same-side compensation protection Working conditions and coaxial same-side compensation protection working conditions;

Perform attitude protection on the chassis according to the determined attitude protection working condition type.

In one embodiment, the other working conditions include pothole road driving conditions, speed reduction belt driving conditions, tilting driving conditions, unstable driving conditions, uphill and downhill driving conditions, and uneven load driving conditions ; The determination of the posture protection working condition type of the chassis according to the driving condition of the vehicle includes:

When the driving condition of the vehicle is a speed bump driving condition or an uphill and downhill driving condition, it is determined that the posture protection condition type of the chassis is a coaxial compensation protection condition;

When the driving condition of the vehicle is a tilting driving condition, it is determined that the posture protection working condition type of the chassis is the same-side compensation protection working condition;

When the driving condition of the vehicle is a pothole road driving condition, an unstable driving condition or an uneven load driving condition, it is determined that the posture protection working condition type of the chassis is a coaxial and same-side compensation protection working condition.

In one embodiment, the determining that the posture protection condition type of the chassis is a coaxial compensation protection condition includes:

Obtain the deviation value of the vertical position between the wheels on the same side, and obtain the deviation value of the vertical position between the two groups of wheels on the same side;

Comparing the deviation values of the vertical positions between the two groups of wheels on the same side with the first threshold respectively, when the deviation values of the vertical positions between the two groups of wheels on the same side are greater than the first threshold, and both When the deviation values of the vertical positions between the wheels on the same side are the same, it is determined that the posture protection working condition type of the chassis is the coaxial compensation protection working condition.

In one embodiment, the determining that the posture protection working condition type of the chassis is the same-side compensation protection working condition includes:

Obtain the deviation value of the vertical position between all coaxial wheels, and obtain the deviation value of the vertical position between at least two groups of coaxial wheels;

Comparing the deviation values of the vertical positions between the at least two groups of coaxial wheels with the second threshold respectively, when the deviation values of the vertical positions between at least two groups of the coaxial wheels are greater than the second threshold, And when the deviation values of the vertical positions between at least two groups of coaxial wheels are the same, it is determined that the posture protection working condition type of the chassis is the same-side compensation protection working condition.

In one embodiment, the determining that the posture protection working condition type of the chassis is a coaxial and same-side compensation protection working condition includes:

Obtaining force information at the connection point between the suspension and the vehicle body;

If the force information at the connection point between the suspension and the vehicle body changes irregularly, it is determined that the posture protection condition type of the chassis is a coaxial and same-side compensation protection condition;

or,

Obtain the force information at all the connection points between the suspension and the vehicle body;

Comparing the force information at the connection points of all the suspensions and the vehicle body, if there is a difference between the force information at the connection points of the suspension and the vehicle body, and the difference value is greater than a preset value, then determine the The attitude protection condition of the chassis is the coaxial and same-side compensation protection condition.

In one embodiment, performing attitude protection on the chassis according to the determined attitude protection working condition type includes:

When the attitude protection working condition type is the coaxial compensation protection working condition, perform closed-loop displacement control on the suspension of the coaxial wheel according to the deviation value of the vertical position between the wheels on the same side;

When the attitude protection working condition type is the same-side compensation protection working condition, perform closed-loop displacement control on the suspension of the same-side wheel according to the deviation value of the vertical position between the coaxial wheels;

When the attitude protection working condition type is the coaxial and same-side compensation protection working condition, the force information of all the suspensions and the body connection points before entering the driving condition and all the suspension information after entering the driving condition are obtained. The force information at the connection point between the frame and the vehicle body; the force information at the connection point between the suspension and the vehicle body before entering the driving condition is different from the force information at the same connection point after entering the driving condition, Obtaining a plurality of difference signals; performing filter processing on each of the difference signals, and performing map conversion on the filtered difference signals to obtain a suspension compensation force; according to the suspension compensation force at the corresponding connection point, the suspension The suspension force closed-loop control is carried out.

In one embodiment, after performing attitude protection on the chassis according to the determined attitude protection working condition type, further comprising:

Detecting the driving condition of the vehicle, judging whether the driving condition of the vehicle has changed to a straight line and constant speed driving condition; if so, ending the posture protection mode;

Otherwise, continue to perform attitude protection on the chassis according to the determined type of attitude protection working condition until the driving condition of the vehicle changes to a straight line and constant speed driving condition.

According to the second aspect, an embodiment provides an attitude control system for a drive-by-wire chassis, including:

The obtaining module is used to obtain the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the spatial position information of the wheels includes the spatial position information between coaxial wheels and/or coaxial The spatial position information between the side wheels; the dynamic position information of the wheels includes the speed information and acceleration information of the wheels;

The vehicle driving condition determination module is used to determine the vehicle's driving condition according to the spatial position information of the wheel, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheel; the vehicle's driving condition includes a straight line Uniform speed driving conditions and other working conditions;

A judging module, configured to judge whether the driving condition of the vehicle is other working conditions, and if so, determine that the chassis of the vehicle enters the attitude protection mode;

The posture protection working condition type determination module is used to determine the posture protection working condition type of the chassis according to the other working conditions after the chassis of the vehicle enters the posture protection mode; the posture protection working condition type of the chassis includes the same Shaft compensation protection working condition, same-side compensation protection working condition and coaxial same-side compensation protection working condition;

An attitude protection module, configured to perform attitude protection on the chassis according to the determined type of the attitude protection working condition.

According to a third aspect, an embodiment provides an attitude control device for a control-by-wire chassis, the attitude control device adopts the above-mentioned attitude control system, and the attitude control device includes a chassis domain controller, an attitude detection component, and a force sensor , Install the distance adjustment board, connect the circuit board and the fixing device;

The posture detection component is installed on the vehicle frame close to the suspension through the fixing device, and the posture detection component is used to detect the spatial position information of the wheel and the dynamic position information of the wheel;

The distance adjustment plate is used to adjust the horizontal and axial position of the attitude detection component;

The force sensor is installed between the suspension and the vehicle body, and is used to detect force information at the connection point between the vehicle body and the chassis;

The connection circuit board is electrically connected to the posture detection component and the force sensor, respectively, and is used for performing analog-to-digital conversion on the information detected by the posture detection component and the force sensor, and for communicating with the chassis domain controller. communicate;

The chassis domain controller is used for:

Determine the driving condition of the vehicle according to the spatial position information of the wheel, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheel; the driving condition of the vehicle includes a straight line uniform speed driving condition and other working conditions;

Judging whether the driving condition of the vehicle is another working condition, if so, determining that the chassis of the vehicle enters the attitude protection mode;

After the chassis of the vehicle enters the attitude protection mode, determine the attitude protection working condition type of the chassis according to the other working conditions; the attitude protection working condition type of the chassis includes coaxial compensation protection working condition, same-side compensation protection Working conditions and coaxial same-side compensation protection working conditions;

Perform attitude protection on the chassis according to the determined attitude protection working condition type.

In one embodiment, the posture detection component includes a horizontal-axis through-beam laser sensor, a longitudinal-axis through-beam laser sensor, and an attitude sensor;

The cross-axis laser sensor is used to detect the vertical position information between coaxial wheels;

The vertical axis laser sensor is used to detect the vertical position information between the wheels on the same side;

The attitude sensor is used to detect the speed information and acceleration information of the wheels.

According to the attitude control method/attitude control system/attitude control device of a control-by-wire chassis according to the above-mentioned embodiment, after obtaining the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels, according to The space position information of the wheel, the force information at the connection point between the body and the chassis, and the dynamic position information of the wheel determine the driving condition of the vehicle, and then determine whether the driving condition needs to enter the attitude protection mode. After it is determined that it needs to enter, then determine The required attitude protection working condition type, and finally perform attitude protection on the chassis of the vehicle according to the determined attitude protecting working condition type. Through the above scheme, the posture information of the four wheels and the force information of the connection points can be detected in real time, and then the chassis domain controller can judge the driving condition of the vehicle according to the information, and realize the control of the vehicle body running posture according to the driving condition, so that the vehicle body The running attitude is under control at all times, so that the matching body can be kept stable during the running process.

Description of drawings

FIG. 1 is a flow chart 1 of the attitude control method for the chassis by wire provided in this embodiment;

Fig. 2 is a flow chart 1 for determining the type of attitude protection working condition provided by this embodiment;

Fig. 3 is the second flow chart of determining the attitude protection working condition type provided by this embodiment;

Fig. 4 is a flow chart three for determining the attitude protection working condition type provided by this embodiment;

Fig. 5 is a flow chart four of determining the attitude protection working condition type provided by this embodiment;

FIG. 6 is the second flow chart of the attitude control method of the chassis by wire provided by this embodiment;

Fig. 7 is a structural block diagram of the attitude control system of the control-by-wire chassis provided by this embodiment;

FIG. 8 is a schematic structural diagram of the attitude control device of the drive-by-wire chassis provided in this embodiment.

Reference numerals: 100, acquisition module; 200, vehicle driving condition determination module; 300, judgment module; 400, posture protection working condition type determination module; 500, posture protection module; 3. Attitude detection component; 31. Horizontal axis-to-beam laser sensor; 32. Attitude sensor; 33. Longitudinal-axis to-beam laser sensor; 4. Connecting plate; 5. Force sensor; 6. Chassis domain controller.

Detailed ways

The present invention will be further described in detail below through specific embodiments in conjunction with the accompanying drawings. Wherein, similar elements in different implementations adopt associated similar element numbers. In the following implementation manners, many details are described for better understanding of the present application. However, those skilled in the art can readily recognize that some of the features can be omitted in different situations, or can be replaced by other elements, materials, and methods. In some cases, some operations related to the application are not shown or described in the description, this is to avoid the core part of the application being overwhelmed by too many descriptions, and for those skilled in the art, it is necessary to describe these operations in detail Relevant operations are not necessary, and they can fully understand the relevant operations according to the description in the specification and general technical knowledge in the field.

In addition, the characteristics, operations or characteristics described in the specification can be combined in any appropriate manner to form various embodiments. At the same time, the steps or actions in the method description can also be exchanged or adjusted in a manner obvious to those skilled in the art. Therefore, the various sequences in the specification and drawings are only for clearly describing a certain embodiment, and do not mean a necessary sequence, unless otherwise stated that a certain sequence must be followed.

The serial numbers assigned to components in this document, such as "first", "second", etc., are only used to distinguish the described objects, and do not have any sequence or technical meaning. The "connection" and "connection" mentioned in this application include direct and indirect connections unless otherwise specified.

At present, vehicle attitude control is mostly based on passive adaptation and active prefabricated adjustment, and the implementation mainly relies on suspension and ESC (electronic stability control system) to adjust horizontally and vertically respectively. For example, when the vehicle passes through potholes or uneven roads, it mainly relies on the passive shock absorption of the suspension. The oversteer and understeer of the vehicle during steering will be adjusted by ESC, and the braking of the vehicle on icy and snowy roads mainly depends on ESC. The ABS (anti-lock braking system) function is adjusted. This relatively decentralized adjustment method is not conducive to the overall attitude adjustment of the chassis. For the detection part of the attitude control, it is mainly based on the existing wheel speed sensor, yaw angle and yaw rate sensor, vehicle height sensor and other sensors on the traditional passenger car to detect, so as to obtain input data, but each sensor The layout and structure are relatively scattered, and after being received by different controllers, they are concentrated on the CAN bus to realize communication, which may easily lead to problems of poor consistency and immediacy. Moreover, due to the limitation of the installation layout of the existing sensors, attitude detection can only be performed on the vehicle body. For the chassis by wire chassis system that is developed separately for the chassis and the cockpit of the vehicle body, it is impossible to develop the chassis by wire system as a separate product. of. Therefore, in order to solve the above-mentioned problems in the prior art, a posture control method, a control system and a control device for a control-by-wire chassis of the present application are proposed. Body posture adjustment for smooth running.

As shown in FIG. 1 , a method for attitude control of a chassis by wire provided in this embodiment includes the following steps:

Step 100: Obtain the spatial position information of the wheel, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheel through the acquisition module; the spatial position information of the wheel includes the spatial position information between the coaxial wheels and/or the same side The spatial position information between the wheels; the dynamic position information of the wheels includes the speed information and acceleration information of the wheels; the force information at the connection point between the body and the chassis includes the force information at the connection point between the suspension and the body.

Among them, the spatial position information between the coaxial wheels is detected by the horizontal axis laser sensor, the spatial position information between the wheels on the same side is detected by the vertical axis laser sensor, and the dynamic position information of the wheels is obtained by the attitude sensor. Detected, the force information at the connection point between the suspension and the vehicle body is detected by the force sensor.

Step 200: The vehicle driving condition determination module determines the vehicle's driving condition according to the spatial position information of the wheel, the force information at the connection point between the body and the chassis, and the dynamic position information of the wheel; the vehicle's driving condition includes a straight line and constant speed driving condition and other working conditions.

Among them, according to the needs and common working conditions of the control-by-wire chassis, other working conditions include driving conditions on potholes, speed bumps, tilting conditions, unstable driving conditions, uphill and downhill driving conditions, and under-loaded conditions. Uniform driving condition; when the driving condition of the vehicle is over the deceleration belt driving condition or uphill and downhill driving conditions, determine the attitude protection working condition type of the chassis as the coaxial compensation protection working condition; when the vehicle driving condition is the tilting In the driving condition, determine the attitude protection condition type of the chassis as the same-side compensation protection condition; when the vehicle’s driving condition is a pothole road driving condition, an unstable driving condition or an uneven load driving condition, determine The attitude protection condition of the chassis is the coaxial and same-side compensation protection condition.

Step 300: Determine whether the driving condition of the vehicle is other conditions through the judging module, and if so, proceed to step 400: determine that the chassis of the vehicle enters the attitude protection mode, otherwise, perform step 700: drive the vehicle normally.

After the chassis of the vehicle enters the attitude protection mode, step 500 is performed: the attitude protection working condition type determination module determines the attitude protecting working condition type of the chassis according to other working conditions; the attitude protecting working condition type of the chassis includes coaxial compensation protection working condition, coaxial Side compensation protection working conditions and coaxial compensation protection working conditions on the same side.

Step 600: The attitude protection module performs attitude protection on the chassis according to the determined attitude protection working condition type.

In this embodiment, after obtaining the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels through the acquisition module, the vehicle driving condition determination module is based on the spatial position information of the wheels, the vehicle body and the chassis. The force information at the connection point and the dynamic position information of the wheels determine the driving condition of the vehicle, and then judge whether the driving condition needs to enter the attitude protection mode through the judgment module. The module determines the required attitude protection working condition type, that is, enters the coaxial compensation protection working condition, the same-side compensation protection working condition or the coaxial and same-side compensation protection working condition, and finally the attitude protection module performs The chassis of the vehicle performs corresponding attitude protection to limit its possible operations that may cause the unstable operation of the vehicle body, and finally realize the smooth operation of the vehicle body. The above-mentioned solution of this application is mainly to ensure that the body runs smoothly all the time by restricting the connection points between the chassis and the body, and this restriction is performed by adjusting the actuator of the chassis (that is, the chassis domain controller), and has nothing to do with the body. In fact, the chassis does not have any restrictions on the load, load distribution, size, etc. of the body. No matter what body is built on the chassis, it can ensure the stable operation of the body, and the running posture of the chassis needs to rely on the actuator to ensure that it does not lose stability. The situation is adjusted to meet the stable operation of the body.

Since the spatial position information of the wheel, the force information at the connection point between the body and the chassis, and the dynamic position information of the wheel need to be filtered and processed after transmission to determine whether attitude control is required, it is difficult to execute in real time, so according to the same The difference between shaft protection and same-side protection conditions is detected by the through-beam laser sensor in the special attitude transmission component to instantly determine whether the vehicle body has entered a driving condition that requires attitude protection. The specific judgment method is as follows:

Specifically, as shown in Figure 2, the determination of the coaxial compensation protection working conditions, that is, the determination of the driving conditions of passing the deceleration belt and the driving conditions of uphill and downhill, is realized through the following steps:

Step 510: Obtain the deviation value of the vertical position between the wheels on the same side, and obtain the deviation value of the vertical position between the two groups of wheels on the same side.

Step 511: Comparing the deviation values of the vertical positions between the two groups of wheels on the same side with the first threshold respectively.

Step 512: When the deviation values of the vertical positions between the two groups of wheels on the same side are greater than the first threshold, and the deviation values of the vertical positions between the two groups of wheels on the same side are the same, then determine the attitude protection working condition of the chassis The type is coaxial compensation protection working condition.

Specifically, the vertical position signal of the wheels on the same side is detected. Generally, the vehicle has two groups of wheels on the same side, and each group has at least two wheels on the same side. This embodiment takes two wheels on the same side as an example , the suspension vertical position signals of the two groups of wheels on the same side are transmitted to the chassis domain controller, and the deviation value between the suspension vertical positions of the two groups of wheels on the same side is calculated respectively through the chassis domain controller, and then The deviation values between the suspension vertical positions of the two groups of wheels on the same side are respectively compared with the first threshold, and when the deviation values between the suspension vertical positions of the two groups of wheels on the same side are greater than the first threshold, and When the difference between the suspension vertical positions of the two groups of wheels on the same side is not much different, it can be judged that the vehicle needs to enter the coaxial compensation protection working condition.

For example, when passing the deceleration belt, the wheels of the front axle and the rear axle successively raise the vertical position of the suspension, and the laser beams of the vertical axes of the front axle and the rear axle are offset and then disconnected, and corresponding electrical signals are generated. , the electrical signal is transmitted to the chassis domain controller through the connecting circuit board, and the chassis domain controller judges that the vehicle has entered the speed bump driving condition according to the corresponding signal and the coaxial vertical position change information. For another example, when going up and downhill, the vertical position of the front and rear axle wheels deviates, and the cross-firing laser signals of the front and rear axles deviate, and the speed of the longitudinal wheels will be larger than the expected speed or too small, according to the above signals, it is judged that the vehicle enters the uphill and downhill driving conditions. The specific performance is: when it is detected that the laser signal A1 on the left side of the vertical axis is in the Off state, and the laser signal B1 on the right vertical axis is in the Off state, the laser signal A1 on the left vertical axis and the laser signal on the right side are connected to the circuit board. The vertical axis cross-firing laser signal B1 is sent to the chassis domain controller. After receiving the signal, the chassis domain controller immediately judges to enter other working conditions. At the same time, the chassis domain controller obtains the vertical position signal FLZ1 of the left front wheel and the vertical position signal of the left rear wheel. The signal absolute difference Z1DV1 of the direction position signal RLZ1, the signal absolute difference Z1DV2 of the vertical position signal FRZ1 of the right front wheel and the vertical position signal RRZ1 of the right rear wheel, if both Z1DV1 and Z1DV2 are greater than the first threshold, and the two values If the difference is not large, then it is judged that the vehicle has entered the working condition of passing the deceleration belt or the driving condition of going up and downhill.

In one embodiment, as shown in FIG. 3 , the determination of the same-side compensation and protection condition, that is, the determination of the tilting driving condition, is achieved through the following steps:

Step 520: Obtain the deviation values of the vertical positions between all coaxial wheels, and obtain the deviation values of the vertical positions between at least two groups of coaxial wheels.

Step 521: Comparing the deviation values of the vertical positions between at least two groups of coaxial wheels with the second threshold respectively.

Step 522: When the deviation values of the vertical positions between at least two groups of coaxial wheels are greater than the second threshold, and the deviation values of the vertical positions between at least two groups of coaxial wheels are the same, determine the attitude of the chassis The protection working condition type is same-side compensation protection working condition.

Specifically, the vertical position signal of the coaxial wheels is detected. Generally, the vehicle has at least two sets of coaxial wheels, and each set of coaxial wheels has two. In this embodiment, the vehicle has two sets of coaxial wheels. For example, the suspension vertical position signals of two sets of coaxial wheels are transmitted to the chassis domain controller, and the deviation value between the suspension vertical positions of the two sets of coaxial wheels is calculated respectively through the chassis domain controller, and then the The deviation values between the suspension vertical positions of the two groups of coaxial wheels are respectively compared with the second threshold, and when the deviation values between the suspension vertical positions of the two groups of coaxial wheels are greater than the second threshold, and When the deviation value between the suspension vertical positions of the two sets of coaxial wheels is not much different, it can be judged that the vehicle needs to enter the same-side compensation and protection working condition. Wherein, the second threshold value in this embodiment may be the same as the first threshold value, or may be greater than or smaller than the first threshold value, and the settings of the first threshold value and the second threshold value are determined according to the specific driving parameters of the vehicle. Ask too much.

For example, when turning or when the road surface on both sides is uneven, the body rolls due to excessive centrifugal force or the relative vertical position of the road surface, and the vertical displacement change on one side and the laser beam on both sides are offset. After disconnecting, a corresponding electrical signal is generated, and the electrical signal is transmitted to the chassis domain controller through the connecting circuit board, and the chassis domain controller judges to enter the tilting driving condition according to the vertical position change of one side and the corresponding signal. The specific performance is: when it is detected that the front axis horizontal axis laser signal A2 is in the Off state, and the rear axis horizontal axis laser signal B2 is in the Off state, the front axis laser signal A2 and the rear axis laser signal are connected to each other through the connection circuit board. The laser signal B2 is sent to the chassis domain controller. After receiving the signal, the chassis domain controller immediately judges to enter other working conditions. At the same time, the chassis domain controller obtains the vertical position signal FLZ1 of the left front wheel and the vertical position signal RLZ1 of the right front wheel. The signal absolute difference Z2DV1 of the vertical position signal FRZ1 of the right front wheel and the vertical position signal RRZ1 of the right rear wheel Z2DV2, if both Z2DV1 and Z2DV2 are greater than the second threshold and the difference between the two values is not large, It is regarded as one of the conditions for judging that the vehicle has entered the rolling condition. At the same time, the chassis domain controller obtains the signal absolute difference Y3DV1 between the longitudinal acceleration signal FLY3 of the left front wheel and the longitudinal acceleration signal RLY3 of the right front wheel, and the signal of the longitudinal acceleration signal FRY3 of the right front wheel and the longitudinal acceleration signal RRY3 of the right rear wheel Absolute difference Y3DV2, if both Y3DV1 and Y3DV2 are greater than the set threshold, and the difference between the two values is not large, it will be regarded as one of the conditions for judging that the vehicle has entered the speed bump roll. If any one of the above conditions is met, it can be judged to enter the tilting driving condition.

In one implementation, as shown in Figure 4, for the determination of the coaxial and same-side compensation and protection working conditions, that is, the determination of the pothole road driving conditions, unstable driving conditions and uneven load driving conditions, It is achieved through the following steps:

Step 530: Obtain force information at the connection point between the suspension and the vehicle body.

Step 531 : If the force information at the connection point between the suspension and the vehicle body changes irregularly, determine that the attitude protection condition of the chassis is a coaxial and same-side compensation protection condition.

Or as shown in FIG. 5 , determine that the posture protection condition type of the chassis in step 500 is the coaxial and same-side compensation protection condition through the following steps:

Step 532: Obtain force information at all connection points between the suspension and the vehicle body.

Step 533: Compare the force information of all suspensions with the connection points of the vehicle body.

Step 534: If there is a difference between the force information at the connection point between the suspension and the vehicle body, and the difference is greater than a preset value, determine that the posture protection condition type of the chassis is the coaxial and same-side compensation protection condition.

In this embodiment, the determination of the coaxial and same-side compensation and protection working conditions can be realized in two ways. The first way is: by obtaining the force information at the connection point between the suspension and the vehicle body in real time and transmitting it to the chassis domain controller , the force information is judged by the chassis domain controller, if the force information at the connection point changes irregularly within a period of time, the attitude protection working condition type of the chassis is determined as the coaxial and same-side compensation protection working condition . For example, when driving on a potholed road, since the change detection of the four-wheel space position signal cannot be used as an input, it can only be input according to the force change of the four-wheel force point. When the signal of the four-wheel force sensor is detected to change , and there is a deviation between the longitudinal speed and the expected speed, it is considered to enter the driving condition of the pothole road. The specific performance is: when multiple on-shooting laser signals are detected to be switched back and forth between On and Off for 1 second, or a single signal is occasionally in the Off state, it is judged to enter the road driving condition with potholes.

The second method is: obtain the force information at the connection points of all suspensions and the body, and pass it to the chassis domain controller, and compare the force information at the connection points of all suspensions and the body through the chassis domain controller, if When there is a difference between the force information at the connection point between the suspension and the body, and the difference is greater than the preset value, the attitude protection condition type of the chassis is determined to be the coaxial and same-side compensation protection condition. For example, after the load at one end is removed during continuous transportation, the load at the other end will cause a large difference in load between the left and right or front and rear of the body, which will impact the suspension and cause the body to become unstable or roll during transportation. Under the condition that the vertical position of the four wheels remains unchanged and the speed is uniform, the force of the four wheels is detected and transmitted to the chassis domain controller. The chassis domain controller judges the load of the vehicle according to the difference in the force of the four wheels. Uneven driving conditions. For another example, when driving on a road with a low adhesion coefficient, it is easy to cause the vertical position of the four wheels to remain unchanged, but because the four wheels cannot rely on the ground to obtain friction, the driving cannot be concentrated, and the force points of the four wheels are different. Finally, skidding, steering loss, and rollover will occur. When this happens, the chassis domain controller will detect the lateral and longitudinal speed and acceleration of the four wheels and transmit them to the chassis domain controller. The acceleration is compared with the expected speed and acceleration respectively. When the lateral and longitudinal speed and acceleration of the four wheels are larger or smaller than the expected speed and acceleration, it means that the force of the four-wheel force point has unexpected changes. , then it is judged that the vehicle has entered an unstable driving condition.

In one embodiment, performing attitude protection on the chassis according to the determined attitude protection working condition type includes:

When the attitude protection working condition type is the coaxial compensation protection working condition, the suspension of the coaxial wheel is subjected to displacement closed-loop control according to the deviation value of the vertical position between the wheels on the same side.

Specifically, after determining that the vehicle enters the coaxial compensation protection working condition according to the above judgment method, the coaxial compensation function is activated. If it is the driving condition of passing the deceleration belt, reduce the height of the suspension vertical position when the front axle or rear axle passes the deceleration belt, so as to keep the body running horizontally and stably. Specifically: based on the above-mentioned Z1DV1 signal and Z1DV2 signal, when the front wheel passes the speed bump, the left front wheel suspension mechanism and the right front wheel suspension mechanism of the front axle perform closed-loop displacement control to reduce the suspension height of the front axle, thereby Ensure the front and rear axles are level. After the control is completed, the laser signal A1 on the left longitudinal axis and the laser signal B1 on the right longitudinal axis should be in the On state; The frame mechanism and the right rear wheel suspension mechanism carry out displacement closed-loop control to lower the suspension height of the rear axle, so that the front and rear axle bodies can be kept horizontal. After the control is completed, the laser signal A1 on the left longitudinal axis and the right longitudinal axis The laser signal B1 should be in the On state. It should be noted that the judgment of the front wheels and rear wheels passing the speed bump is determined by the positive or negative of the Z1DV1 and Z1DV2 signal values.

For uphill and downhill driving conditions, increase the suspension vertical position of the front or rear axle, increase or decrease the driving force of the drive mechanism according to the expected speed, and limit the steering change rate of the steering mechanism at the same time. Due to the limitation of the suspension system of the current chassis, the up and down slope protection of the chassis can only guarantee the slope within ±15°. When the slope exceeds the maximum angle, it can only be compensated according to the maximum compensation angle. The specific detection principle of the vertical axis laser sensor is the same as the detection principle of the above-mentioned driving condition over the speed bump, and will not be repeated here.

When the attitude protection working condition type is the same-side compensation protection working condition, the suspension of the same-side wheel is subjected to displacement closed-loop control according to the deviation value of the vertical position between the coaxial wheels.

Specifically, after it is determined according to the above judgment method that the vehicle enters the same-side compensation protection working condition, the same-side compensation function is activated. When the suspension height of one side of the vehicle body is low, the vertical position of the suspension on the other side is increased, and at the same time, the steering change rate of the steering mechanism is limited to keep the vehicle body running horizontally and stably. Specifically: based on the above Z2DV1, Z2DV2 or Y3DV1, Y3DV2 signals, when the left side rolls, control the left wheel to raise the suspension height, control the right wheel to lower the suspension height, and the compensation value is proportional to the input signal Output, the height ratio is compensated according to 2:8, and the steering speed of the steering mechanism is limited at the same time. When the right side rolls, control the right wheel to raise the suspension height, control the left wheel to lower the suspension height, the compensation value is output proportionally according to the input signal, the height ratio is 2:8 compensation method, and the steering is limited at the same time The steering speed of the mechanism can ensure the stable operation of the body.

When the posture protection working condition type is coaxial and same-side compensation protection working condition, obtain the force information of all suspension and body connection points before entering the driving condition, and all suspension and body connection points after entering the driving condition The force information of the suspension and the body at the connection point before entering the driving condition is respectively compared with the force information at the same connection point after entering the driving condition to obtain multiple difference signals; Each difference signal is filtered, and the filtered difference signal is converted into a map to obtain the suspension compensation force; the suspension force closed-loop control is performed on the suspension at the corresponding connection point according to the suspension compensation force.

Specifically, after it is determined that the vehicle enters the coaxial same-side compensation protection working condition according to the above-mentioned judging method, the coaxial and same-side compensation function is activated. If it is an unstable driving condition, reduce the longitudinal speed in steps, limit the change rate of the steering mechanism, adjust the force on the four wheels at the suspension, and make the force point of the four wheels as far as possible without causing excessive roll of the vehicle body. Balanced force. If it is a driving condition with uneven load, judge whether to enter the same side or coaxial compensation according to the difference in load, and continuously apply a part of force to the suspension to ensure the smooth operation of the body. If it is a pothole road driving condition, after filtering the signal of the force sensor, the suspension generates a reverse force to resist the impact of the pothole road, so that the body can be kept as level and stable as possible. This embodiment takes the driving condition of the pothole road as an example. When entering the pothole road condition, it is impossible to rely on the position or speed signal to compensate at this time, so the left front wheel force sensor signal FLT1, the right front wheel force sensor signal FRT1, the left The rear wheel force sensor signal RLT1 and the right rear wheel force sensor signal RRT1 transmit these signals to the chassis domain controller, and the chassis domain controller makes a difference between the signal and the signal value before entering the working condition to obtain the difference signal FLT1DV1, FRT1DV1, RLT1DV1, RRT1DV1, and low-pass filter the difference, filter out the clutter below 5HZ, and map the obtained data to get the force of suspension compensation, and use the force of suspension compensation to calculate the suspension force Closed-loop control is used to control the suspension for precise force compensation, and at the same time limit the steering speed of the steering mechanism to offset the instability caused by fluctuations and ensure the stable operation of the body.

In one embodiment, please refer to FIG. 6 , after performing attitude protection on the chassis according to the determined attitude protection working condition type, the following steps are further included:

Step 700: Detect the driving condition of the vehicle.

Step 800: Determine whether the driving condition of the vehicle has changed to a straight-line and constant-speed driving condition; if so, execute step 110: end the posture protection mode, and the vehicle enters a straight-line and constant-speed driving condition.

Otherwise, perform step 900: continue to perform attitude protection on the chassis according to the determined attitude protection working condition type until the vehicle's driving condition changes to a straight line and constant speed driving condition.

In this embodiment, after the attitude protection of the current driving condition is completed, the attitude control system will also detect the current driving condition of the vehicle. , it indicates that the chassis is running in good road conditions, then the chassis attitude is running normally, the attitude protection is over, and the vehicle is running normally. When it is detected that the driving condition of the vehicle has not changed to a straight line and constant speed driving state, it indicates that the vehicle is still in the previous driving condition or has entered another working condition, then continue to use the above attitude protection method to perform attitude protection on the chassis , until the driving condition changes to a straight line and constant speed driving condition.

As shown in FIG. 7 , this embodiment provides an attitude control system for a control-by-wire chassis, including an acquisition module 100, a vehicle driving condition determination module 200, a judgment module 300, an attitude protection condition type determination module 400, and an attitude protection module. 500. Wherein, the obtaining module 100 is used to obtain the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the spatial position information of the wheels includes the spatial position information between coaxial wheels and/or coaxial The spatial position information between the side wheels; the dynamic position information of the wheels includes the speed information and acceleration information of the wheels. The vehicle driving condition determination module 200 is used to determine the vehicle's driving condition according to the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the vehicle's driving conditions include straight line and constant speed driving conditions and other working conditions. The judging module 300 is used to judge whether the driving condition of the vehicle is other working conditions, and if so, determine that the chassis of the vehicle enters the posture protection mode. The posture protection working condition type determination module 400 is used to determine the posture protection working condition type of the chassis according to other working conditions after the chassis of the vehicle enters the posture protection mode; the posture protection working condition type of the chassis includes coaxial compensation protection working condition, same-side Compensation and protection working conditions and coaxial and same-side compensation and protection working conditions. The attitude protection module 500 is configured to perform attitude protection on the chassis according to the determined attitude protection working condition type.

Specifically, in this embodiment, the specific roles and functions of the acquisition module 100, the vehicle driving condition determination module 200, the judgment module 300, the attitude protection condition type determination module 400 and the attitude protection module 500 have been implemented in the above attitude control method A detailed description is given in the example, and this embodiment will not be repeated here.

As shown in FIG. 8 , in this embodiment, a posture control device for a control-by-wire chassis is provided. The posture control device includes a chassis domain controller 6, a posture detection component 3, a force sensor 5, a distance adjustment board 1, a connecting circuit board, and Fixture 2. Wherein, the posture detection component 3 is installed on the vehicle frame close to the suspension through the fixing device 2, and the posture detection component 3 is used to detect the spatial position information of the wheels and the dynamic position information of the wheels. Installing the distance adjusting plate 1 is used for horizontally and axially adjusting the attitude detection assembly 3 . The force sensor 5 is installed between the suspension and the vehicle body, and is used to detect the force information at the connection point between the vehicle body and the chassis. The connection circuit board is electrically connected to the posture detection component 3 and the force sensor 5 respectively, and is used for analog-to-digital conversion of the information detected by the posture detection component 3 and the force sensor 5 , and for communicating with the chassis domain controller 6 . The chassis domain controller 6 is used to: determine the driving condition of the vehicle according to the spatial position information of the vertical axis laser sensor 33 wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; Including straight-line uniform speed driving conditions and other working conditions; judge whether the driving condition of the vertical axis laser sensor 33 vehicle is other working conditions, if so, then determine that the chassis of the vertical axis laser sensor 33 vehicle enters the attitude protection mode; After the chassis of the vertical axis laser sensor 33 vehicle enters the attitude protection mode, determine the attitude protection mode type of the vertical axis laser sensor 33 chassis according to the vertical axis laser sensor 33 other working conditions; the vertical axis laser sensor 33 The attitude protection working conditions of the chassis include coaxial compensation protection working conditions, same-side compensation protection working conditions and coaxial and same-side compensation protection working conditions; Laser sensor 33 chassis for attitude protection.

Specifically, an attitude detection assembly 3, a force sensor 5, and a connection circuit board are installed on the vehicle frame near the connection point between the suspension corresponding to each wheel and the vehicle body, wherein the attitude detection assembly 3, the force sensor 5, and the connection circuit The board is mounted on the frame by means of fixtures 2 . Before the vehicle leaves the factory or when the vehicle is being overhauled, the technician will first adjust the horizontal and axial positions of the attitude detection assembly 3 by installing the distance adjustment plate 1, so as to ensure that the coaxial wheels in the attitude detection assembly 3 The horizontal facing laser sensors are at the same horizontal position; between the wheels on the same side, the longitudinal facing laser sensors are at the same horizontal position to ensure that the attitude control device can work well in the actual application process. Then, during the working process of the posture control device, the posture detection component 3 and the force sensor 5 detect the spatial position information, dynamic position information and force information of each wheel in real time, and timely record the spatial position information, dynamic position information and force information of each wheel. The force information is transmitted to the chassis domain controller 6 through the connection circuit board, and the posture control system is controlled by the chassis domain controller 6 to protect the chassis posture. Among them, the connection circuit board converts the analog voltage signal transmitted by the attitude detection component 3 and the force sensor 5 into a digital signal, and communicates with the chassis domain controller 6 through the CAN bus. The connection circuit board can use existing equipment (such as digital converter Analog converter, analog-to-digital converter, etc.) to realize the above-mentioned functions; the fixing device 2 and the installation distance adjustment plate 1 also use existing equipment to realize their functions, and this embodiment does not make too many requirements here. In addition, in this embodiment, the control method for performing attitude protection on the chassis through the chassis domain controller 6 has been described in detail in the above-mentioned embodiments, so this embodiment will not be repeated here.

Specifically, as shown in Figure 8, the posture detection assembly 3 includes a horizontal axis laser sensor 31, a vertical axis laser sensor 33 and an attitude sensor 32; the horizontal axis laser sensor 31 is used to detect the distance between the coaxial wheels. Vertical position information; the vertical axis laser sensor 33 is used to detect the vertical position information between the wheels on the same side; the attitude sensor 32 is used to detect the speed information and acceleration information of the wheels.

In the actual application of this embodiment, the attitude detection component 3 detects the spatial position information of the wheel through the horizontal axis laser sensor 31 and the vertical axis laser sensor 33, specifically, the horizontal axis laser sensor 31 detects the coaxial wheel The vertical position information between the wheels on the same side is detected by the vertical axis laser sensor 33.

In the attitude detection assembly 3 of the coaxial wheel, the cross-axis laser sensor 31 at one of the wheels is set as the transmitting end, and the cross-axis laser sensor 31 at the other wheel is set as the receiving end, for example, as shown in Figure 8 As shown, the cross-axis laser sensor 31 at the left front wheel is set as the receiving end A2, the horizontal-axis laser sensor 31 at the right front wheel is set as the transmitting end A1, and the horizontal-axis laser sensor 31 at the left rear wheel is set as the receiving end A2. 31 is set as the transmitting end B1, and the cross-axis laser sensor 31 at the right rear wheel is set as the receiving end B2, wherein the transmitting end A1 and the receiving end A2 are used to detect the vertical position information between the left front wheel and the right front wheel , the transmitting end B1 and the receiving end B2 are used to detect the vertical position information between the left rear wheel and the right rear wheel. In the attitude detection assembly 3 of the wheels on the same side, the vertical axis laser sensor 33 at one of the wheels is set as the transmitting end, and the vertical axis laser sensor 33 at the other wheel is set as the receiving end, for example, as shown in Figure 8 As shown, the vertical axis laser sensor 33 at the left front wheel is set as the transmitting end A1, the longitudinal axis laser sensor 33 at the left rear wheel is set as the receiving end A2, and the vertical axis laser sensor 33 at the right front wheel is set as the receiving end A2. Set as the receiving end B2, the vertical axis laser sensor 33 at the right rear wheel is set as the transmitting end B1, wherein the transmitting end A1 and the receiving end A2 are used to detect the vertical position information between the left front wheel and the left rear wheel, The transmitter B1 and the receiver B2 are used to detect the vertical position information between the right front wheel and the right rear wheel.

When in use, the transmitting end of the through-beam laser sensor can be accepted by the receiving end, and the receiving end will judge whether the two axes are in a horizontal position and the size of the horizontal error according to the overshooting position of the transmitting end. The amount of error, so the receiving end of the film will be relatively large.

The posture detection component 3 detects the dynamic position information of the wheels through the posture sensor 32 . Specifically, the attitude sensor 32 detects the speed information and acceleration information of the wheels.

In addition, it should be noted that the posture protection is carried out by detecting the force of the connection point between the body and the chassis and the spatial position and dynamic position data between the four wheels, so it is necessary to obtain the force signal of each connection point and the space between the wheels. Position, information, and instant signals that can determine the stability of the chassis running attitude. Based on this, the attitude sensor 32 module commonly used in the market and the laser sensor used for real-time detection parallel are paired in pairs to realize four sensors to meet the detection requirements of the four-wheel area. Due to the real-time change of the force of the connection point, the force signal The force sensor 5 that detects the force signal is installed separately, but the force signal and position signal are received and processed by the connecting circuit board to reduce hardware costs.

The above uses specific examples to illustrate the present invention, which is only used to help understand the present invention, and is not intended to limit the present invention. For those skilled in the technical field to which the present invention belongs, some simple deduction, deformation or replacement can also be made according to the idea of the present invention.

Claims (10)

1. an attitude control method of a wire-controlled chassis, characterized in that, comprising: Acquire the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the spatial position information of the wheels includes the spatial position information between the coaxial wheels and/or the distance between the wheels on the same side Spatial position information; the dynamic position information of the wheel includes the speed information and acceleration information of the wheel; the force information at the connection point between the vehicle body and the chassis includes force information at the connection point between the suspension and the vehicle body; Determine the driving conditions of the vehicle according to the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the driving conditions of the vehicle include straight-line uniform speed driving conditions and other working conditions; Judging whether the driving condition of the vehicle is another working condition, if so, determining that the chassis of the vehicle enters the attitude protection mode; After the chassis of the vehicle enters the attitude protection mode, determine the attitude protection working condition type of the chassis according to the other working conditions; the attitude protection working condition type of the chassis includes coaxial compensation protection working condition, same-side compensation protection Working conditions and coaxial same-side compensation protection working conditions; Perform attitude protection on the chassis according to the determined attitude protection working condition type. 2. The attitude control method of a control-by-wire chassis according to claim 1, wherein the other working conditions include driving conditions on potholes, driving conditions over speed bumps, driving conditions tilted, and unstable driving conditions. Conditions, uphill and downhill driving conditions, and uneven load driving conditions; the determination of the attitude protection working condition type of the chassis according to the driving conditions of the vehicle includes: When the driving condition of the vehicle is a speed bump driving condition or an uphill and downhill driving condition, it is determined that the posture protection condition type of the chassis is a coaxial compensation protection condition; When the driving condition of the vehicle is a tilting driving condition, it is determined that the posture protection working condition type of the chassis is the same-side compensation protection working condition; When the driving condition of the vehicle is a pothole road driving condition, an unstable driving condition or an uneven load driving condition, it is determined that the posture protection working condition type of the chassis is a coaxial and same-side compensation protection working condition. 3. The attitude control method of a control-by-wire chassis according to claim 2, wherein said determining that the attitude protection condition type of the chassis is a coaxial compensation protection condition comprises: Obtain the deviation value of the vertical position between the wheels on the same side, and obtain the deviation value of the vertical position between the two groups of wheels on the same side; Comparing the deviation values of the vertical positions between the two groups of wheels on the same side with the first threshold respectively, when the deviation values of the vertical positions between the two groups of wheels on the same side are greater than the first threshold, and both When the deviation values of the vertical positions between the wheels on the same side are the same, it is determined that the posture protection working condition type of the chassis is the coaxial compensation protection working condition. 4. The attitude control method of a control-by-wire chassis according to claim 3, wherein said determining that the attitude protection working condition type of the chassis is the same-side compensation protection working condition comprises: Obtain the deviation value of the vertical position between all coaxial wheels, and obtain the deviation value of the vertical position between at least two groups of coaxial wheels; Comparing the deviation values of the vertical positions between the at least two groups of coaxial wheels with the second threshold respectively, when the deviation values of the vertical positions between at least two groups of the coaxial wheels are greater than the second threshold, And when the deviation values of the vertical positions between at least two groups of coaxial wheels are the same, it is determined that the posture protection working condition type of the chassis is the same-side compensation protection working condition. 5. The attitude control method of the drive-by-wire chassis according to claim 4, wherein the determination of the attitude protection working condition type of the chassis is a coaxial and same-side compensation protection working condition, comprising: Obtaining force information at the connection point between the suspension and the vehicle body; If the force information at the connection point between the suspension and the vehicle body changes irregularly, it is determined that the posture protection condition type of the chassis is a coaxial and same-side compensation protection condition; or, Obtain the force information at all the connection points between the suspension and the vehicle body; Comparing the force information at the connection points of all the suspensions and the vehicle body, if there is a difference between the force information at the connection points of the suspension and the vehicle body, and the difference value is greater than a preset value, then determine the The attitude protection condition of the chassis is the coaxial and same-side compensation protection condition. 6. The attitude control method of a control-by-wire chassis according to claim 5, wherein the attitude protection of the chassis according to the determined attitude protection working condition type comprises: When the attitude protection working condition type is the coaxial compensation protection working condition, perform closed-loop displacement control on the suspension of the coaxial wheel according to the deviation value of the vertical position between the wheels on the same side; When the attitude protection working condition type is the same-side compensation protection working condition, perform closed-loop displacement control on the suspension of the same-side wheel according to the deviation value of the vertical position between the coaxial wheels; When the attitude protection working condition type is the coaxial and same-side compensation protection working condition, the force information of all the suspensions and the body connection points before entering the driving condition and all the suspension information after entering the driving condition are obtained. The force information at the connection point between the frame and the vehicle body; the force information at the connection point between the suspension and the vehicle body before entering the driving condition is different from the force information at the same connection point after entering the driving condition, Obtaining a plurality of difference signals; performing filter processing on each of the difference signals, and performing map conversion on the filtered difference signals to obtain a suspension compensation force; according to the suspension compensation force at the corresponding connection point, the suspension The suspension force closed-loop control is carried out. 7. The attitude control method of a control-by-wire chassis according to claim 1, characterized in that, after performing attitude protection on the chassis according to the determined attitude protection working condition type, further comprising: Detecting the driving condition of the vehicle, and judging whether the driving condition of the vehicle has changed to a straight line and constant speed driving condition; if so, ending the posture protection mode; Otherwise, continue to perform attitude protection on the chassis according to the determined type of attitude protection working condition until the driving condition of the vehicle changes to a straight line and constant speed driving condition. 8. An attitude control system for a chassis controlled by wire, comprising: The obtaining module is used to obtain the spatial position information of the wheels, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheels; the spatial position information of the wheels includes the spatial position information between coaxial wheels and/or coaxial The spatial position information between the side wheels; the dynamic position information of the wheels includes the speed information and acceleration information of the wheels; The vehicle driving condition determination module is used to determine the vehicle's driving condition according to the spatial position information of the wheel, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheel; the vehicle's driving condition includes a straight line Uniform speed driving conditions and other working conditions; A judging module, configured to judge whether the driving condition of the vehicle is other working conditions, and if so, determine that the chassis of the vehicle enters the attitude protection mode; The posture protection working condition type determination module is used to determine the posture protection working condition type of the chassis according to the other working conditions after the chassis of the vehicle enters the posture protection mode; the posture protection working condition type of the chassis includes the same Shaft compensation protection working condition, same-side compensation protection working condition and coaxial same-side compensation protection working condition; An attitude protection module, configured to perform attitude protection on the chassis according to the determined type of the attitude protection working condition. 9. An attitude control device for a control-by-wire chassis, characterized in that the attitude control device includes a chassis domain controller, an attitude detection component, a force sensor, a distance adjustment board, a connecting circuit board, and a fixing device; The posture detection component is installed on the vehicle frame close to the suspension through the fixing device, and the posture detection component is used to detect the spatial position information of the wheel and the dynamic position information of the wheel; The distance adjustment plate is used to adjust the horizontal and axial position of the attitude detection component; The force sensor is installed between the suspension and the vehicle body, and is used to detect force information at the connection point between the vehicle body and the chassis; The connection circuit board is electrically connected to the posture detection component and the force sensor, respectively, and is used for performing analog-to-digital conversion on the information detected by the posture detection component and the force sensor, and for communicating with the chassis domain controller. communicate; The chassis domain controller is used for: Determine the driving condition of the vehicle according to the spatial position information of the wheel, the force information at the connection point between the vehicle body and the chassis, and the dynamic position information of the wheel; the driving condition of the vehicle includes a straight line uniform speed driving condition and other working conditions; Judging whether the driving condition of the vehicle is another working condition, if so, determining that the chassis of the vehicle enters the attitude protection mode; After the chassis of the vehicle enters the attitude protection mode, determine the attitude protection working condition type of the chassis according to the other working conditions; the attitude protection working condition type of the chassis includes coaxial compensation protection working condition, same-side compensation protection Working conditions and coaxial same-side compensation protection working conditions; Perform attitude protection on the chassis according to the determined attitude protection working condition type. 10. The attitude control device of a control-by-wire chassis according to claim 9, wherein the attitude detection component includes a horizontal-axis through-beam laser sensor, a longitudinal-axis through-beam laser sensor, and an attitude sensor; The cross-axis laser sensor is used to detect the vertical position information between coaxial wheels; The vertical axis laser sensor is used to detect the vertical position information between the wheels on the same side; The attitude sensor is used to detect the speed information and acceleration information of the wheels.

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